JPS63215432A - Power distributing device for vehicle - Google Patents

Abstract

PURPOSE:To enable a condition of two-wheel-drive or four-wheel-drive to be obtained preventing a differential limiting device from being differentially actuated, by forming the third connection condition such that a side gear side division shaft connects with a differential case of the first differential gear. CONSTITUTION:A coupling sleeve 38 provides in its small contour part 38b an internal spline 38d which continually engages with an external spline 25a of the first division shaft 25 further engages with and disengages from an external spline 35b in a small contour part 35a of an outer case 35, and plural toothed parts 38e which engage with and disengage from plural toothed parts 21a provided in the right end of a differential case 21 of a center differential gear 20a. Said small contour part 35a constitutes the third connecting shaft. A sliding control operation of the coupling sleeve 38 selectively interrupts coupling action performed between four members of a right side gear 23 of the center differential gear 20a, differential case 21, mount case 31 and the outer case 35.

Description

[Detailed Description of the Invention] [Field of Industrial Application] The present invention relates to a power distribution device for a vehicle, and particularly to a power distribution device for a vehicle equipped with a differential limiting device that generates a differential limiting torque when differential is applied between front and rear wheels. Regarding equipment.

[Prior art]

As a power distribution device, the power transmission device of a transverse engine type two-wheel drive vehicle can be configured as a power transmission device of a four-wheel drive vehicle with a slight modification.It distributes the power input from the transmission to the front and rear wheels. A first differential device that is arranged coaxially with the differential device on one side of the first differential device and outputs power to the front and rear wheels from one side gear side of the differential device. a second differential device that outputs to one side of the first differential device, and a power input from the other side gear side of the differential device that is arranged coaxially with the first differential device on the other side of the first differential device. A type equipped with a direction conversion gear that outputs the signal to the other side of the front and rear wheels is known.

In addition, the applicant has proposed that in this type of power distribution device,
A differential limiting device that generates a differential limiting torque between both output sides of the first differential device is assembled compactly, and when relative rotation occurs between both output sides, it increases the torque on the low speed side and also increases the torque on the high speed side. A power distribution device has been filed in Japanese Patent Application No. 59-92666 (Japanese Unexamined Patent Publication No. 1-236839) for a power distribution device that improves the running performance of a vehicle by reducing the side torque. .

[Problem that the invention seeks to solve]

By the way, in the power distribution device described above, the differential limiting device is in a state where it can be operated at all times. Therefore, in vehicles equipped with such power distribution devices, two-wheel chassis dies and four-wheel chassis dies are used to measure emissions, fuel consumption, torque, perform various inspections, and perform vehicle inspections at specified speeds. The following problems occur when checking the accuracy of meter readings, or when towing a vehicle to a repair shop due to engine or other malfunctions.

In other words, the former measurements and checks are carried out by placing one of the front and rear wheels on the two-wheel chassis die and fixing the other to prevent the vehicle from moving. The difference occurs and the first differential is left in a high differential state for an extended period of time. For this reason, in a differential limiting device, a large relative rotation occurs between the two rotating members that make up the device, and a long period of time, resulting in large wear between the friction plates that generate the differential limiting torque. Furthermore, if the device is of a type that seals a viscous fluid, the fluid may rise to a high temperature and its viscosity decreases, causing it to leak from the device. In addition, when towing the latter vehicle, the front or rear wheels are lifted and fixed or suspended on the chassis, but when one wheel is fixed on the chassis, the same problem as mentioned above occurs, and one When suspending a wheel, there is a problem that the wheel rotates in a suspended state. Furthermore, the former measurements and checks can be carried out by mounting the vehicle on a four-wheel chassis die.
There are cases where it is desired to carry out measurements in a four-wheel drive state with the differential function of the limited differential bag device stopped, but it is currently impossible to perform measurements and checks in this state.

The object of the present invention is to eliminate these problems in the power distribution device of the type described above.

[Failure to solve the problem]

The present invention provides a power distribution device of the type described above, in which a connecting shaft that connects the other side gear of the first differential device and the marant case so as to be able to transmit torque is formed in a hollow shape, and the connecting shaft is connected to the side gear side shaft. The shaft is divided into mount case side shafts, and one rotating member constituting the differential limiting device is connected to the one side gear by a second connecting shaft that rotatably penetrates the connecting shaft. and a third connecting shirt that rotatably passes through the mount case side split shaft through the other rotating member constituting the differential limiting device]
- A coupling sleeve is attached to the two split shafts so as to be slidable only in the axial direction, and the action of the coupling sleeve connects the two split shafts to the third split shaft.
The invention is characterized in that a connection is formed between the connecting shafts, a connection between the two split shafts, and a connection between the side gear side split shaft and the differential case of the first differential device.

[Action/effect of the invention]

According to this configuration, the first coupling state in which both split shafts and the third connecting shaft are coupled by the action of the coupling sleeve, the second coupling state in which both split shafts are coupled, and the side gear side split shaft and the first coupling shaft are coupled. Three coupling states are formed, a third coupling state being coupling with the differential case of the differential.

Therefore, in the first coupled state, the other side gear of the first differential, the mount case, and the other rotating member of the differential limiting device are coupled so that torque can be transmitted, and the vehicle is connected to the differential limiting device. It is in a four-wheel drive state that can exert the differential limiting function. In the second coupled state, the other side gear and the mount case are coupled so that torque can be transmitted, but the same numbered side gear and the other rotating member are not coupled, so the vehicle is differentially limited. The device is in four-wheel drive with the limited differential function disabled. In the third coupled state, the other side gear, the mount case, and the other rotating member are not coupled, and the side gear is coupled to the differential case, so the vehicle is not connected to the first differential. The vehicle is in two-wheel drive mode with the differential function disabled.

Therefore, the power distribution device enables the vehicle to run in four-wheel drive at all times in the first coupled state, and also causes the differential limiting device to operate differentially by switching to the second coupled state or the third coupled state. Therefore, it can be used as a differential limiting device for measuring emissions, measuring fuel consumption, measuring torque, checking meter reading accuracy, towing a vehicle, etc. The various problems described above, which occur when both the front and rear wheels rotate together, are eliminated.

〔Example〕

Hereinafter, the present invention will be explained based on the drawings. FIGS. 1 and 2 show a power distribution device according to an embodiment of the present invention. As shown in FIG. 1, the power distribution device constitutes a part of a transverse front engine type power transmission device.

In the power transmission device, a transmission 12 is connected to one side of an engine (not shown) via a clutch device 11.
is assembled, and the transmission 12 includes an imposto shaft 12a coaxial with the crankshaft and an output shirt l-12b parallel to the imposto shaft 12a. In this embodiment, a transfer, which is a power distribution device according to the present invention, is housed in a transmission case 12c that accommodates a gear train of a transmission 12 and an additional housing 13. The transfer includes a first differential device, a so-called center differential 20a, and a second differential device, a so-called front differential 20b.
, direction changing mechanism 30a.

It is equipped with a viscose coupling 30b which is a differential limiting device.

The center differential 20a is a bevel gear type differential device that distributes the input power and outputs it to the front wheels and the rear wheels. We support it in an integrated manner.

As shown in FIG. 2, this center differential 20a is rotatably supported by a transmission case 12C through a differential case 21 (hereinafter referred to as differential case), and has a plurality of pinion gears 22a inside.
, 22b, a pair of left and right side gears 23, 24, and a front differential 20b are accommodated.

Each pinion gear 22a, 22b is rotatably supported via each pinion shaft, and each side gear 23, 24 meshes with both pinion gears 22a, 22b. The right side gear 23 is integrally provided with a hollow first split shaft 25 which is a main component of the present invention and serves as a first connection shaft.

The first divided shaft 25 rotatably passes through the differential case 21 and faces into the additional housing 13.

In the front differential range cell 20b, the differential case is configured integrally with the left side gear 24 of the center differential 20a, and the differential case 24 is integrated with the left side gear 24 of the center differential 20a.
A plurality of pinion gears 26a inside.

26b is rotatably supported via a pinion shaft, and left and right side gears 27 and 28 mesh with both pinion gears 26a and 26b. One end of the differential case 24, which is integrated with the left side gear, faces the center of the center differential 20a, and is located coaxially with the right side gear 23 and the first split shaft 25, which is integrated therewith. An internal spline 24a is provided at one end of the differential case 24, and a hollow connecting shaft 29 is connected to the external spline 29a.

This hollow shaft 29 constitutes a second connection shaft of the present invention, and rotatably passes through the first divided shaft 25 and faces the additional housing 13. In such a front differential 20b, a short left side gear shaft 15a liquid-tightly and rotatably passes through the transmission case 12c, and is spline-coupled to the left side gear 28, and also passes through the additional housing 13 liquid-tightly and rotatably. A long solid shirt 15b passing through the connection shaft 29 is spline-coupled to the right side gear 27, and the right side gear shaft 15c is coupled to the solid shaft 15b via a holder 15d. These side gear shafts 15a, 15b are respectively connected to respective drive shafts for front wheels.

The direction changing mechanism 30a is the center differential 20
It transmits the output from a to the rear wheel side, and is composed of a mount case 31, a ring gear 32, and a driven pinion 33. The mount case 31 is formed into a stepped cylindrical shape with a large diameter portion 31a at the center, and is rotatably supported by the additional housing 13 at the outer periphery of small diameter portions 31b and 31C on both sides, and includes a solid shirt 15b, It is assembled concentrically on the first and second split shirts (to be described later) 3'lb, and is located coaxially with the center differential 20a on the right side thereof. In such a mount case 31, the left side small diameter portion 31b is a hollow second portion.
Configured with a split shaft. The second divided shaft 31b is a first connecting shaft that connects the right side gear 23 of the center differential 20a and the mount case 31 together with the first divided shaft 25, and has an outer spline 31d at its left end. The ring gear 32 is attached to the outward flange portion 3 of the mount case 31.
It is assembled into 1e. The driven pinion 33 is rotatably supported within the additional housing 13, extends rearward, and projects from the housing 13 in a fluid-tight and rotatable manner. The driven pinion 33 meshes with the ring gear 32 and is connected to a rear wheel drive shaft via a known propeller shaft, rear differential, etc. (not shown).

The viscose coupling 30b generates a differential limiting torque using the viscous resistance of silicone oil, and is housed in the large diameter portion 31a of the mount case 31.

The camp ring 30b is composed of an inner sleeve 34, a stepped cylindrical outer case 35, and a large number of two types of friction plates 36 and 37. The inner sleeve 34 has an inner spline 34a at its center, and an outer spline 29 provided at the right end of the hollow shaft 29.
spline connection to b. The outer case 35 has an outer spline 35b on its small diameter portion 35a, and is assembled onto the inner sleeve 34 in a fluid-tight and rotatable manner, so that the small diameter portion 35a is connected to the first split shaft 25 on the connecting shaft 29. They are coaxially located and close to each other. A chamber formed by the inner sleeve 34 and the large diameter portion 35c of the outer case 35 accommodates both friction plates 36 and 37 and a predetermined amount of silicone oil.

The first friction plate 36 is attached to the inner sleeve 34 side so as to be able to rotate together therewith, and the second friction plate 37 is attached to the outer case 35 side so as to be able to rotate together therewith. 36.3
7 are alternately located opposite each other. In this embodiment, the first split shaft 25 and the outer case 35
A coupling sleeve 38 is provided on the small diameter portion 35a of the coupling sleeve 38. This coupling sleeve 38 is formed into a stepped cylindrical shape consisting of a large diameter portion 38a and a small diameter portion 38b, and the large diameter portion 38a is provided with an inner spline 38c that engages with and disengages from the outer spline 31d of the second split shaft 31b. ing. Further, the small diameter portion 38b of the coupling sleeve 38 has an inner spline 38d that is always engaged with the outer spline 25a of the first split shaft 25 and is engaged with and disengaged from the outer spline 35b of the small diameter portion 35a of the outer case 35, and an inner spline 38d that is disposed on the small diameter portion 38b of the center differential 20a. A plurality of teeth 38e are provided that engage and disengage from a plurality of teeth 21a provided at the right end of the differential case 21. This small diameter portion 35a constitutes the third connecting shaft of the present invention. In such a connection structure, the right side gear 23 of the center and tertiary differential 20a is connected by sliding the coupling sleeve 38.
, the differential case 21, the mount case 31, and the outer case 35 are selectively connected to each other.

FIG. 3 shows the disconnection state of the connection between the four parties 21, 23, 31, and 35. When the coupling sleeve 38 is positioned to the right as shown in FIG. 3(a), the inner spline 38c of the coupling sleeve 38 engages with the outer spline 31d of the second split shaft 31b, and The spline 38d engages with the inner and outer splines 25a and 35b of the first split shaft 25 and the outer case 35.

When the coupling sleeve 38 is located in the middle as shown in FIG. 3(b), the inner spline 3 of the sleeve 38
8c engages with the outer spline 31d of the second split shaft 31b, and its inner spline 38d engages only with the outer spline 25a of the first split shaft 25. When the coupling sleeve 38 is positioned to the left as shown in FIG. 3(C), the inner spline 38d of the sleeve 38 engages only the outer spline 25a of the first split shaft 25, The tooth portion 38e engages with the tooth portion 21a of the differential case 21.

In this embodiment configured as described above, when power from the engine is input to the input shaft 12a of the transmission 12 via the clutch device 11, the power is changed by the speed change gear and transmitted to the output shaft 12b. This power is transmitted to the center differential 20a via the output gear 12d and the ring gear 14.
and distributed to both side gears 23 and 24. The power distributed to the left side gear 24 is transmitted to the front differential 20b, and both side gears 27.28
and both front drive wheels L1. l) Transmitted to Noyaft. Therefore, the power distribution device is normally in the coupled state shown in FIG. 3(a), and the coupling sleeve 3
Reference numeral 8 connects the first divided shaft 25 to the second divided shaft 31b and the outer case 35c so that torque can be transmitted. Therefore, the power distributed to the right side gear 23 is
The signal is transmitted to the ring gear 32 via the split shaft 25, the coupling sleeve 38, the second split shaft 31b, and the mount case 31, and is further transmitted from the ring gear 32 to the rear differential via the driven pinion 33 and a propeller shaft (not shown). When transmitting such power, if the rotation speeds of both side gears 23 and 24 of the center differential 20a are different, the inner sleeve 34 of the viscose coupling 30b
A relative rotation occurs between the outer case 35 and the outer case 35, and a differential limiting torque is generated depending on the degree of this relative rotation. As a result, the drive torque on the low-speed side of the front and rear wheels increases, while the drive torque on the high-speed side decreases, causing one of the front and rear wheels to spin on muddy or icy roads, resulting in a decrease in drive torque (1b). However, since the drive torque of the other of the front and rear wheels increases, the running performance of the vehicle improves.

In addition, in this example, the viscose coupling 3
0b is interposed between both side gears 23.24 of the center differential 20a, and both side gears 23.2
Since differential limiting torque is directly generated when relative rotation occurs between the front and rear wheels, all of the generated torque contributes to the differential limiting torque between the front and rear wheels. Therefore, the viscose coupling 30b does not require a large size, and is extremely advantageous in terms of assembly space, weight, and cost.

By the way, in this embodiment, the power distribution device is operated by sliding the coupling sleeve 38 as shown in FIG. 3'(b).
The combined state shown in (C) can be obtained. Figure 3 (b
), the first split shaft 25 is only connected to the first split shaft -3lb for torque transmission, so although the vehicle is in four-wheel drive, the viscose coupling 30b differential limiting function is disabled. In addition, in the coupled state shown in FIG. 3(C), the first split shaft 25 is only coupled to the differential case 21, so there is no power distribution to the rear wheels and the differential function of the center differential 20a. is disabled. Therefore, when measuring vehicle emissions, fuel consumption, torque, checking meter reading accuracy, or towing a vehicle, the power distribution device can be operated by sliding the coupling sleeve 38 as shown in Fig. 3 (bl or (C)). By appropriately switching to the coupled state, the operation of the viscose coupling 30b is stopped to prevent large wear between the friction plates 36 and 37, and to prevent the temperature of the viscous fluid in the coupling 30b from rising. can prevent its leakage.

Also, even if the wheels on one side are suspended when towing the vehicle,
There are no problems with the wheels rotating when towing.

In addition, in the present invention, the differential limiting device is not limited to the viscose coupling 30b, but any suitable device that includes two rotating members that can rotate relative to each other and generates a differential limiting torque when these members rotate relative to each other is adopted. be able to.

[Brief explanation of the drawing]

FIG. 1 is a schematic configuration diagram of a power transmission device equipped with a power distribution device according to an embodiment of the present invention, FIG. 2 is an enlarged sectional view of the same power distribution device, and FIG. It is an explanatory diagram showing a coupled state of the power distribution device. Explanation of symbols 12...Transmission/fusijin, 20a...Center differential, 20b...Front differential, 21...Differential case, 23.24...
・Side gear, 25...First split shaft, 29...
・Hollow shaft (second connecting shaft), 30a...Direction changing mechanism, 31...Mount case, 31b...
Second division shirt l-132...Ring gear, 30b.
...Viscose coupling, 34...Inner sleeve, 35...Outer case, 35a...Small diameter part (third connecting shaft), 36.37...Friction plate. Applicant Toyota Motor Corporation Representative Patent Attorney Teru Hase - (1 other person)

Claims (1)

[Claims] A first differential device that distributes power input from the transmission and outputs it to the front wheels and the rear wheels, and a first differential device that is arranged coaxially with the differential device on one side of the first differential device. a second differential device that outputs power input from one side gear side of the differential device to one side of the front and rear wheels; and a second differential device that is coaxial with the differential device on the other side of the first differential device. a direction conversion gear that outputs the power input from the other side gear side of the differential to the other side of the front and rear wheels; A power distribution device for a vehicle comprising a differential limiting device that is arranged coaxially with a differential device and generates a differential limiting torque when differential is applied between both output sides of the differential device, wherein the first differential A connecting shaft that connects the other side gear of the device and the mount case so as to be able to transmit torque is formed into a hollow shape, and is divided into a shaft on the side gear side and a shaft on the mount case side, so that one of the shafts constituting the differential limiting device A rotating member is coupled to the one side gear so as to transmit torque by a second coupling shaft that rotatably penetrates the coupling shaft, and the other rotating member constituting the differential limiting device is connected to the mount case side. A third connecting shaft rotatably passing through the split shaft is connected to enable torque transmission, and a coupling sleeve is assembled onto both of the split shafts so as to be slidable only in the axial direction, so that the coupling sleeve acts by the action of the coupling sleeve. A connection is formed between the two split shafts and the third connecting shaft, a connection between the two split shafts, and a connection between the side gear side split shaft and the differential case of the first differential device. Power distribution system for vehicles.